Method and arrangement for influencing a vehicle in dependence upon a travel path

ABSTRACT

A method and an arrangement for influencing a vehicle in dependence upon travel paths are suggested. A travel path on which an automatic vehicle influencing is intended to take place can be programmed and when this travel path is traveled by the vehicle, the automatic influencing of the vehicle takes place.

RELATED APPLICATIONS

This application is the national stage of international applicationPCT/DE 02/04011, filed Oct. 25, 2002, designating the United States andclaiming priority from German patent application no. 101 61 532.9, filedDec. 14, 2001, the entire content of which is incorporated herein byreference.

The invention relates to a method and arrangement for influencing avehicle in dependence upon travel path.

FIELD OF THE INVENTION

The invention relates to a method and arrangement for influencing avehicle in dependence upon travel distance.

BACKGROUND OF THE INVENTION

Equipping vehicles with means for detecting the geographic position ofthe vehicle (for example, GPS receiver) is on the increase. The mainarea of application is the use of the geographic position information incombination with navigation systems. An individual influencing of thevehicle functions on the basis of such position information is notprovided in such systems.

SUMMARY OF THE INVENTION

With the procedure according to the invention, the input of a definedtravel path segment, for example, by the driver is made possible so thata targeted influencing of a vehicle function (for example, a limiting ofroad speed) is carried out when the defined travel path segment istravel over.

Special advantages result with the application of this procedure incombination with an automatic travel speed limiter. In this way, thedriver has the possibility of inputting travel paths on which the speedis automatically limited. In this way, the driver can freely programpaths which the driver travels often and on which the speed is limited.Upon entry into the predetermined path segment, an automatic limiting ofthe vehicle speed takes place to a likewise pregivable maximum speedassigned to the path segment.

It is especially advantageous that, via a simple teach-in-method, theprogramming of the travel path, the programming of the speed limiting aswell as the limit speed assigned thereto can take place during the trip.In an especially advantageous manner, existing operator-controlledelements of the vehicle speed controller or vehicle speed limiter areused.

In an advantageous manner, the automatic speed limiting can bedeactivated at any time, with active limiting, for example, in that thedriver actuates the accelerator pedal fully (kick-down switch) orgenerally via an on/off switch.

An especially advantageous supplement is that fixed pregiven speedlimits can be received, loaded and changed at defined travel pathsegments, such as in cities, for specific regions, et cetera, by meansof a regular update.

In an advantageous manner, the travel direction of the vehicle isdetected so that the vehicle speed limiting can be inputted on a travelpath selected by the driver also in dependence upon direction so that aspeed limiting in this travel direction is undertaken and not in theopposite direction. Furthermore, it is in this way ensured in anadvantageous manner that a possibly programmed speed limiting is notundertaken when the vehicle, for example, moves on an intersectiontransversely to the programmed travel direction.

In an advantageous manner, the average usual reaction time of the driveris considered when programming in the speed limiting during the travel.This means that the position coordinate starting at which the automaticspeed limiting begins when again driving the segment is that positioncoordinate at the time point of programming less the reaction distancederived from reaction time and speed.

In an advantageous manner, the path segment for influencing the vehicle,which is programmed in by the driver, is not only used in combinationwith a travel speed limiter but also in a supplemental manner oralternatively, with other functions such as: the activation of driverassistance systems such as an adaptive travel speed controller (ACC), etcetera; the switching on of the illumination of the vehicle; or, for theadjustment of the chassis characteristics (sporty, comfortable); or, forremote diagnosis, remote maintenance and/or vehicle intervention (forexample, enablement and activation of data connections on predeterminedsegment sections).

Further advantages will become evident from the following description ofembodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows an arrangement for carrying out the procedure shownhereinafter. This procedure is shown in greater detail on a preferredembodiment in the context of the sequence diagrams of FIGS. 2 and 3.

DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION

FIG. 1 shows an electronic control unit 10 which actuates at least oneactuating device 14, which influences the vehicle, via at least oneoutput line 12. The control unit includes essentially an input circuit16, at least one microcomputer 18 as well as an output circuit 20. Inputcircuit 16, output circuit 20 and microcomputer 18 are interconnectedfor communication via a bus system. Depending upon the configuration ofthe control unit, different input quantities are supplied to the inputcircuit 16. The input circuit 16 is connected at least via an input line24 to an operator-controlled element 26 actuable by the driver. Theoperator-controlled element 26 is, for example, the operator-controlledunit of a tempomat (automatic speed controller) or a travel speedlimiter with which the driver transmits command signals to the controlunit 10 or the input circuit 16 is connected to another input unit (forexample, an external computer, special operator-controlled elements forthe procedure described hereinafter or operator-controlled elements/keysof a navigation system). The input circuit 16 is further connected to aunit 30 via an input line 28. The unit 30 transmits data with respect tothe instantaneous position of the vehicle. These data could be GPSsignals or prepared position coordinates. Furthermore, input lines 32 to36 are provided which supply vehicle-specific quantities to the controlunit 10 from measuring devices 38 to 42. These vehicle-specificquantities can, for example, be the wheel speeds, vehicle speed, etcetera.

Depending upon the embodiment, the control unit 10 is a navigationsystem, a central vehicle control unit, a control unit for a vehiclespeed controller and/or vehicle speed limiter, an engine control unit,et cetera.

In the following, the operation of the procedure of the invention isgiven based on the preferred embodiment of an automatic vehicle speedlimiter on travel path segments defined by the driver. Here, it isprovided that the driver triggers the programming operation duringtravel over a path segment by actuating an operator-controlled element,for example, the speed set key on the tempomat operator-controlled leveror a separate key. The instantaneously driven speed is inputted as thelimit speed and, additionally, the position coordinate at the locationat which the programming operation was triggered is stored. Theprogramming is ended at the end of the travel path intended by thedriver, for example, via actuating the same or another operatorcontrolled element or by pressing the accelerator pedal. Theinstantaneous position coordinate, which is present at the end of theprogramming operation, is likewise stored. When the path is traveledover again, that is, when reaching the position coordinate, whichindicates the start of the speed-limiting distance, an automatic speedlimiting is initiated; whereas, when. reaching the position coordinate,which indicates the end of the travel path, the speed limiting isautomatically disabled. The programming mode is displayed to the driver,for example, via a text information or a warning lamp in the display orvia an audio output as is the travel of a programmed travel path (here,together with the limit speed).

If the programming operation is triggered anew for a renewed travel ofan already programmed path, then the previous programming is completelyerased, that is, also when parts of the earlier programmed path lieoutside of the newly-programmed path.

While driving through the travel path pregiven by the driver, the speedof the vehicle is limited to the programmed-in limit speed, that is, thevehicle travels at any desired speed wanted by the driver below thelimit speed; whereas, speeds above the limit speed are not permitted. Adisablement of the automatic limiting is possible also during the travelon this travel path, for example, in that the driver presses down hardon the accelerator pedal, especially completely. In this way, by closingthe so-called kick-down switch, for example, the speed limiting isdisabled and the driver is empowered to accelerate the vehicle to speedswhich are greater than the pregiven limit speed which is programmed infor this path segment.

A supplement provides that as vehicle position at which the automaticspeed limit starts, a position is stored which lies ahead of theposition at which the driver has started with the programming. In thisway, the reaction time of the driver is considered. In this way, whendriving the path again with a programmed speed limiting, the speedlimiting is timely activated. The position coordinate, which leads tothe triggering of the automatic speed limiting, is computed from theposition coordinate at which the driver starts the programming operationand a distance which is derived from the vehicle speed and the averagereaction time of the driver.

In the preferred embodiment, the position coordinates are deriveddirectly from GPS signals. In other embodiments, these signals aresupplied already prepared by other systems, for example, a navigationsystem.

Depending upon the embodiment, the speed present at the start of theprogramming operation is stored as the limit speed or, for a furtherdeceleration of the vehicle directly after the start of the programming,that speed is stored at which the deceleration operation is ended.

If the vehicle travels at a vehicle speed greater than the limit speedand if the vehicle travels into a driving distance region pregiven bythe driver, then the speed of the vehicle is automatically controlledfor a time, for example, by reducing the engine torque up to generatingthe maximum engine drag torque and/or by intervention at the wheelbrakes. In the preferred embodiment, a desired deceleration value isinputted which is converted into an engine torque or into a brake torquefor controlling the engine and/or the brake system. In this way, asmooth, comfortable transition is sought without, however, driving toolong in the limited region at too high a speed.

The programming of the travel path on which a speed limiting is to takeplace, is undertaken by the driver as described above by actuating atleast one operator-controlled element during travel of the path. Thetravel distance coordinates are then directly stored, for example, inthe navigation system on a memory (for example, an ROM). Depending uponthe embodiment, the operator-controlled elements are: tempomat(automatic speed controller) keys which are present or the vehicle speedlimiting keys, separate operator-controlled elements or voice detection(driver commands) or at least one operator-controlled key of anavigation system. With the aid of such an operator-controlled element,a selective switching on and switching off of the system is also madeavailable so that the driver has the possibility to completely disableor switch out the influencing of the vehicle in dependence upon thetravel path.

In an advantageous embodiment, the programming by the driver is not onlyundertaken when driving over the particular travel path but also viaprogramming the navigation system itself in that the speed limiting(start, end, limit value, if required, direction) is programmed induring virtual driving over the path. In an especially advantageousembodiment, this can take place also via an external computer which isconnected to the navigation system via a data connection. In this way, atravel path can be pregiven (by the driver, service center personnel, etcetera or by the computer of a service center) for remote maintenance ordiagnosis and defined interventions into the vehicle control take placewhen driving over this travel distance.

In an advantageous manner, preprogrammed sets of data as to travel pathswith speed limits are stored in the system, for example, via diskette orCD.

In a preferred embodiment, the travel direction of the vehicle isdetected, for example, from a comparison of sequential positioncoordinates and their difference or from wheel speed signals from whichthe direction of rotation can be derived. Accordingly, in thisembodiment, the driving direction of the vehicle is detected during theprogramming operation in addition to the travel path, on which a speedlimit is to apply, and the limit value. In this way, it is precludedthat the vehicle is braked at the same position coordinate also in theopposite travel direction or when traveling over an intersection. In thepreferred embodiment, the travel direction is determined via thedifference of two position coordinates which are sequentially drivenover in a short time. The programmed in travel path is then assigned anidentifier which represents the driving direction. A speed limiting isonly undertaken when the actual driving direction of the vehiclecoincides with this identifier. The programmer (for example, the driver)can select in a preferred embodiment from a function menu whether thedriving direction is to be considered.

It is further provided that the usual reaction time of the driver isconsidered during the programming operation when traveling thecorresponding travel path. A reaction distance is determined independence upon the driving speed of the vehicle. The positioncoordinate is determined starting from which the automatic speedlimiting starts when again traveling the path. The position coordinateis determined from the position coordinate at the time point ofprogramming in and the reaction distance. As a position coordinate atwhich the speed limiting starts, a position coordinate is stored whichlies ahead of the position coordinate by the reaction distance in thedriving direction with this position coordinate being where theprogramming-in operation had begun.

In the preferred embodiment, the programming operation and/or thelimiting operation is computed in at least one control unit for thevehicle control, preferably, in the control unit of a navigation system,a central control unit of the vehicle or another control unit of thevehicle such as the engine control unit.

The preferred realization of the described procedure takes place in thecontext of software programs. Such a realization possibility isillustrated based on the sequence diagrams of FIGS. 2 and 3. FIG. 2describes the procedure for programming in a preferred embodiment whileFIG. 3 shows the procedure of limiting when again traveling over theprogrammed driving path.

If the driver wants the programming of the travel path lying ahead forspeed limiting, then the driver starts the programming operation byactuating a provided operator-controlled element or by a comparablecontrol command. This leads to the start of the programming program (seeFIG. 2). According to step 100, the instantaneous position coordinate atwhich the vehicle is located is read in and is stored as the start ofthe travel distance for which the vehicle limiting is intended. In thenext step 102, the instantaneous vehicle speed is stored as the limitspeed. In a preferred embodiment, for a deceleration of the vehicle atthe start of the programming operation, this storage operation is onlyundertaken when the deceleration phase is completed. In one embodiment,the speed limiting is already carried out during the programming of thetravel path.

In the preferred embodiment, the storage of the position coordinatetakes place by actuating a specially provided operator-controlledelement or by actuating an available operator-controlled elementassigned to another function in a specific manner, for example, via apressing of the operator-controlled element over a longer time span.

In the next step 104, a check is made as to whether the programmingoperation is completed. If this is not the case, then the system remainsin the programming mode. If the driver has indicated by a correspondingactuation of the one or other operator-controlled element (for example,a kickdown actuation of the accelerator pedal) that the travel path onwhich the speed limiting is to be automatically undertaken is ended,then, in step 106, the then present position coordinate is read in andstored. Thereafter, the program mode is ended. The travel path on whichthe limiting of the speed is intended to take place is thereforecharacterized by a position coordinate or comparable information withrespect to the beginning and end of the travel distance. As mentionedabove, the driving direction of the vehicle is considered in a preferredembodiment and is stored as an identifier together with the positioncoordinates. A termination of the programming operation without storageof an end coordinate while erasing the beginning position coordinatetakes place when the driver interrupts the programming operation (keyactuation) or parks the vehicle.

FIG. 3 shows the procedure for limiting the speed in dependence upon thetravel path programmed as described above. This function too is carriedout in one of the above-mentioned control units.

The program is run through at pregiven time points. First, in step 200,the instantaneous position coordinate of the vehicle is read in. Inaddition, in the preferred embodiment, the traveling direction isdetermined. Thereafter, in step 202, the instantaneous data are comparedto the stored data for a speed-limiting travel path. If theinstantaneous position coordinate and, if required, the travel directionin the context of the provided tolerances corresponds to the beginposition coordinate and, if required, the travel direction identifier,then a travel speed limiting is initiated. Otherwise, the program isended and the program is run through at the next time point. If, in step202, the beginning of a travel path is therefore recognized, on whichthe vehicle speed is to be limited, then, in step 204, the limiting ofthe vehicle speed to the stored limit value is undertaken in the contextof at least one known procedure. In the next step 206, the instantaneousposition coordinate is read in anew and compared to the end positioncoordinate. If the end position coordinate is not yet reached, then thelimiting is continued in accordance with step 204. If, in the context ofthe provided tolerances, the position coordinate (which identifies theend of the travel path) is reached in the context of the pregiventolerance, then, according to step 208, the limiting is disabled andvehicle speeds greater than the limit speed are permitted. In step 208,the program is ended and is run through anew at the next time point.

Supplementally or alternatively, possible connecting paths between thebeginning coordinate and the end coordinate are determined on the basisof the navigation system. If the actually driven path deviates from thispath or this pregiven trajectory (path course), for example, by aturning of the vehicle, the limiting or the vehicle intervention isended. In another embodiment, in addition to the beginning and end, thetraveled trajectory is stored during the programming and the influencingof the vehicle is ended when there is a movement away from thetrajectory. When the vehicle turns into the pregiven (programmed-in)trajectory, the speed limiting is activated when the traveling of thistrajectory is started.

1. A method for influencing a vehicle in dependence upon travel paths,comprising the steps of: individually programming a travel path on whicha pregiven influencing of the vehicle is to take place; causing thepregiven influencing of the vehicle to take place when the programmedtravel path is again driven over; detecting a travel direction of thevehicle and storing said travel direction with said travel path duringsaid programming of the travel path; and, causing the pregiveninfluencing of the vehicle to occur in dependence of said stored traveldirection when the programed travel path is again driven over.
 2. Themethod of claim 1, wherein the driver inputs a position coordinate forthe beginning of the travel path by means of an operator-controlledelement and inputs a position coordinate for the end of the travel path.3. The method of claim 2, wherein the driver inputs the course of thetravel path.
 4. The method of claim 1, wherein the pregiven influencingof the vehicle includes: a limiting of speed, the switching in orswitching out of at least one additional function and/or the enablementof predetermined intervention possibilities from the outside.
 5. Themethod of claim 4, wherein a vehicle limit speed is stored together withthe position coordinates and/or the path course.
 6. The method of claim1, wherein the programming is inputted by the driver: when actuallydriving the travel path or for virtually driving over on an image screenof a navigation system or externally in combination with a navigationsystem.
 7. The method of claim 1, wherein an automatic influencing ofthe vehicle can be switched on and switched off.
 8. The method of claim1, wherein data sets as to travel paths are pregiven, which data setsare preprogrammed by means of a data carrier and for which travel pathsan automatic vehicle influencing takes place.
 9. The method of claim 1,wherein a preprogrammed travel path is subsequently erasable via avirtual traveling of the path or via an actual traveling of the path.10. The method of claim 1, wherein the speed limiting is disabled duringtraveling of the travel path when the driver actuates the acceleratorpedal.
 11. The method of claim 1, wherein a preprogrammed travel path issubsequently erased via a virtual traveling of the path or via an actualtraveling of the path.
 12. A method for influencing a vehicle independence upon travel paths, comprising the steps of: individuallyprogramming a travel path on which a pregiven influencing of the vehicleis to take place; and, causing the pregiven influencing of the vehicleto take place when the programmed travel path is again driven over,wherein the reaction time of the driver is considered when programmingthe travel path.
 13. An arrangement for influencing a vehicle independence upon travel paths, the arrangement comprising: a control unitwhich includes at least a microcomputer on which a program runs for theindividual programming of a pregiven travel path; a program fortriggering an automatic influencing of the vehicle when again drivingover said travel path; said programs being set up so that during theindividual programming of a pregiven travel path a travel direction ofthe vehicle is detected and stored; and wherein, when the programedtravel path is again driven over, a pregiven influencing of the vehicleoccurs automatically in dependence of said stored travel direction.